Hydrocarbon-engine.



G. A. TAPE.

HYDROCARBON ENGINE.

APPLIUATIQN TILED SEPT.13, 1909.

Patented Dec. 31, 1912 2 SHEETS-SHEET 1.

w.K771 6372 [5: f- WVMMO/ Mar a. 7% Wm flg .G. A. TAPF.

HYDROGARBON ENGINE. v APPLICATION FILED SEPT. 13 1900.

15048,.760. Patented Dec. 31, 1912.

2 BHEETSBHEET 2.

' @MM/WW ITE STATES cameo HYDROCARBON-ENGINE.

Specification of "Letters Patent.

Patented Dec. 31, M912.

Application filed September 13, 1909. Serial No. 517,380.

To all whom it may concern Be it known that I, Gnonon A. Tin-fir, a citizen of the United States, residing at Colorado Springs, in the county of El Paso and State of Colorado, have invented certain new and useful Improvements in Hydrocarbon-Engines, of which the following is a specification, reference being had to the accompanying drawings, forming part of this specification.

My invention has for its principal object the increase in the etliciency of hydrocarbon engines of the two-cycle type by providing for a more complete expulsion of the products of combustion from the piston-chamber, after each explosion, preparatory to the introduction of the next.- charge of hydro-carlimn. Its novelty will be hereinafter set forth and more particularly pointed out in the claims.

In the accompanying drawings Figure I is a vertical section of a pair of hydrocarbon' engines embodying my invention in approximately the plane of the axis of the crank-shaft, the pistons and rods and cranks and crank-shaft being shown in elevation; Fig. 2 a middle vertical crtiiss-section of one of said engines on the line 22 of Fig. 1, with the piston and rod and crank in elevation; and Fig. 3 a horizontal crosssection of the pair of engines on approximately the line 33 of Figs. 1 and 2.

The same letters of reference are used to indicate corresponding.parts in the several views.

As shown in Fig. 1, I have illustrated my invention as embodied in a pair of engii'lc units A A having their cylinders B B and the upper halves of their crank-casings formed in the same integral casting. Each cylinder is provided with two piston chambers C D and C D, of different diameters, the upper ones constituting the working cylinders of the engines and receiving the working pistons E E, and the lower ones constituting supplemental aircom )ressim c linders within which work the pistons F F consisting of enlarged heads upon the lower ends of the pistons E I).

The extreme upper ends of the piston chambers C C are slightly enlarged and form the combustion chan'ibcrs c c. Each of these combustion chambers commnnicates, in the present instance, by a lateral passage a with the exhaustout-let b which is controlled by an exhaust valve 0 normally held closed by a spring f and opened at the proper time for the exhaust by a tappet or (-zun f/ upon the rotary cam-shaft h.

The two crank-casings G and G are separated from each other by a suitable division wall II, and each is provided with a spring-seated inlet valve I controlling an inlet opening which in the present instance is shown covered by a strainer or woven wire hood J. The tension of the springs which normally hold the valves I against their seats is such that the valves readily open to admit air to the cranlocasings upon the reduction of the air pressure withinthe latter at the upward strokes of the pistons, while at their downward strokes the excess of pressure in said casings simply serves to hold the valves more firmly to their seats.

Formed in the cylinder castings immediately beneath the working cylinders C 3' are two annular chambers K K, each of which communicates at its upper end with the correspoinling working cylinder by a series of ports L L; and each of the an nular chambers K K is in direct communication with the crank-casing of the corresponding engine by vertical passages M M, Fig. 3, formed in the cylinder castings.

Each of the annular chambers K K connected by a diagonal cross passage. N N Fig. I, with the compression chamlner or cylinder l) or D ol the opposite engine. Thus, as shown in Fig. 1, the chambtu' it) of the left-hand engine A-is connected at its upper end by the diagonal cross passage N with the annular chamber K ot the right-hand engine A; while the compression chamliicr D" of the latter engine is coir nccted with the annular chamber K of tie left-hand engine by the cross passage Ci shown in. dotted lines in said figure.

The crank casing, the vertical passages M U and the annular chamber K together constitute the compressed air chamber of the lc'l't-lnunl unit and similarly the crank casing (l, passages M M and annular chamber K constitute the compressed air chamber of the right-hand unit.

The pressure areas oi. the undersides ol' the supplemental pistons F F are in the present instance approximately fifty per cent. greater than those of the upper ends of the pistons E E, with the result that a full downward stroke of either piston.

will displace and force into the cranlccasing beneath it a volume of a r equal to one and one-half times the capacity of the work ing cylinder C or C of such engiile and at the same time cause a volume of air equalling one-half the capacity of such workingcylinder to be drawn into the compression cylinder D or D, above the piston F or F.

Under this construction and arrangement of the parts the operation of the engine, and the function performed by my invention, are as follows: In the position of the parts shown in Fig. 1 the piston of the left-hand engine may be assumed to have just com pleted its downward stroke, and the piston of the rigl'it-hand engine its upward stroke. At such downward movement the supplemental .piston F of the left-hand engine has forced into the crank casing G beneath it a volume of air equaling one and one-half times the capacity of the working cylinder C. The only escape for this volumeot air thus forced into the crankcasing by the downward movement of the piston is through the vertical passages M M to the annular chamber K, Figure 3, the outlet from which, through. the ports L, is closed by the body of the piston until the latter approaches the limit of its downward movement and uncovers said ports The air displaced during the downward movement of the piston is therefore compressed into the cranlccasing beneath the piston and in the vertical passages M M and annular chan'r before stated, being approximately fifty per cent. greater than the capacity of the work ing cylinder C. .ln addition to this volume of air compressed into the crank casing G and passages M'M and annular chamber K by'the downward. movement oi. the pieton of the left-hand engine, the upward movement of the piston of the right-hand.

F to displace the air above it in the 601R pression cylinder D and force said air through the diagonal cross passage N into the annular, chamber K of the left-hand ehgine,-thusadding to the volume of air conipr iessefii-i the crank casing G, passages M' dia mular'clmmber K, a further volume l llhl;lilg one-halt the capacity of the 'workingc y linder C. Under these conditions, when the piston of the left-hand engine approaches the lower end oil. its stroke and uncovers the ports L, and the exhaust valve col aid engine is opened, as shown in. the air con'ipresscd in the passages ill M and annular l immediately rush through I .nto the working cylinder G, expelling the products of combustion therefrom and leaving in the working cylinder a volume of pure air. Inasmuch as the volher K, such. displaced volume of air, as.

engine has caused the supplemental piston.-

noaavso ume of air thus admitted to the working cylinder under pressure equal to twice the capacity of the cylinder itself it follows that the products oi combustion are not only very completely eiqielled "from the cylinder, but thatappr siniately one-halt of the volume 0; fresh air thus admitted to the cylinder also passes through it and out the exhaust, and thus serves to very completely scavenge the cylinder and clear it of all of the foreign. matter left in it by the preceding explosion. At the beginning of the upward movement of the piston of the lefthand engine and downward movement of that of the right-hand engine the ports L at the lower end of the working cylinder oi the left-hand engine will be closed by the piston itself, while the exhaust valve 5 will be closed by its spring 2, the cam g which has openedthe valve passing from beneath the valve stem and permitting the spring to close the valve. The further up ward movement of the piston will serve to compress the new charge of hydro-carbon inthe working cylinder-C, preparatory to the next explosion, Such charge of hydro-carbon may be introduced into the working cylinder (l, at the beginning of the upward stroke of the piston, in an suitable form anc in. any desired manner. I contemplate introducing it into the cylinder in liquid form, through the inlet 0, Fig. 2, and there by dispensing with a carbureter, suitable provisions, unnecessary to be described in detail, being made for the purpose; but it may be introduced in vapor form if desired. The charge, when introduced and compressed, will be ignited in the usual manner by an electric spark, the spark-plug being introduced at the opening P in the top of the cylinder.

While have described the operation'resulting from. the downward stroke of the piston of the lefthand engine and upward stroke of that oi. the right-hand engine, it will be understood that precisely the same operation takes place, in reverse order, at the downward stroke of the piston or" the right-hand engine and upward stroke of that of the lctl hand engine, the air forced into the crank casing G of the right-hand engine at such time being compressed therein. and in. the vertical passages M M and annular chamber K of the right-hand engine, and being supplemented by the air displaced from the compression cylinder D of the lethhand engine by the upward move ment of the piston l5 of that engine and forced. through the diagonal cross passage N into the annular chamber KT of the righthand engine, the whole volume of air rushing into the working cylinder C through the fiorts if when the piston of the righthand engine appigoacl'ies the lower end of its stroke and uncovers said ports and the exhaust valve 6 of the right-hand engine is lifted and opened by its operating cam upon the cam shaft h.

The working cylinders G and C are shown surrounded by the usual water acket Having thus fully described my invention, I claim:

1. The combination of a pair of hydrocarbon engines, each comprising a working cylinder and piston, a su )plcmental cylinder and piston of larger diameter than the workii'ig cylinder and piston, the main and supplemental pistons moving in unison, a compressed air chamber into which the air displaced by the supplemental piston at the working stroke of the engine is compressed, Connecting passages and ports between said chamber and the working cylinder for adn'iitti'ng the compressed air to said cylinder at the end of the working stroke of the piston, and cr0ss-passages between the two units, each passage connecting the supplemental cylinder of one engine with the compressed air chamber of the other and pcrmitting the air displaced from such supplcmental cylinder by the return stroke of the piston to be forced into the compressed air chamber of the other engine to supplement the volume ot air compressed therein by the working stroke of its own piston;

2. The eomhiilation eat a pair of hydrocarbon engines, each comprising a workin; cylinder and piston, asnpplemcntal cylinder and. piston of larger diameter than the working cylinde and piston, the main and supplemental pistons moving in unison, a compressedair chamber into which the air displaced by the supplemental piston at the working stroke of the engine is compressed, a sclt-opening inlet valve for admitting atmospheric air to said chamber at the return stroke of the piston, and connecting as, es and ports between said chamber and the working cylinder tor admitting the compressed airto said byliudcr at the end of the working stroke of the piston, and crosspassages between the two engines, each passage connecting the surmlcmcntal cylinder of one engine with the compressed air chamber of the other and pcrn'iil zing the air displaced from such supplemental cylindcr by the return stroke ot the piston to he forced into the compressed air chamber of the other engine to supplement the-volume oi? air connyrcssed therein by the wtn'king stroke of its own piston.

3. The combination 0t a pair of hydrocarbon engines, ea'ch comprising a working cylinder and piston, a supplenwntal cylinder and piston of larger t'iametcr than the working cylinder and piston, the main and supplemental pistons moving in unison, a compressed air chamber into which the air dispiaced by the supplemental piston at the Working stroke of the engine is compressed,

connecting passages and ports between said chambc' and the working cylinder for admitting the compressed air to one cud o't said cylinder at the end of the working stroke of the piston, and a valve controlling an exhaust outlet from the opposite end oi said cylinder, with mcans for opening said valve as the piston, approaches the end of its working stroke and for closing it at its return stroke, and cross-lmssagcs between the two engines, each passage connecting the supplemental cylindcr of one engine with the,compressed air chamber of the other and permitting the air displaced from such supplemental cyliiuler by the return stroke ot the piston to be forced into the compressed air chamber of the other engine to supplcmcnt the volume of air compressed therein by the working stroke of its own piston.

4-. The combination of a pair of hydrocarbon engines, each comprising a working cylinder and piston a supplemental cylinder and piston of larger diameter than the working cylinder and piston, the main and supplemental pistons moving in unison, a compressed air chamber into which the air displaced by the supplemental piston at the working stroke oi the engine is eon'iprcssed, a self-opening inlet valve to' admitting atmospheric air to said chamber at the return stroke of the piston, connecting passages and ports bctwcen said chamber and the working cylinder for admitting the compressed air into one end of said cylinder at the end of the working stroke of the pi ton, and a valve controlling an exhaust outlet from the opposite end of said cylinder, with means for opening said valve as the piston amn'oaehcs the end of its working stroke and for closing it at its return stroke, and cross-passagcs between the two engines. cach passage connecting the supplemental cylinder of one engine with the compressed air chamber of the other and permitting the air displaced from such supplemental cyl indcr by the return stroke of the piston to be .t'orced into the compressed air chamber of the other engine to supplement the volume of air compressed therein by the workin stroke of its own piston.

o. The combination of a pair ol hydrocarbon engines, each comprising a working cylinder and piston, a closed crank-casin a supplemental cylinder and piston located between the workingcylinder and piston and the cranlecasilig, and of larger diameter than the working cylinder and piston, the main and supplemental pistons moving in unison and the supplemental piston operating at the working stroke of the engine to force the air displaced by it into the crankcasing, and connecting passages and ports cylinder for admitting'the compressed air between the crank-caslng and the working to said cylinder at the end of the working stroke of the piston, and cross'passegcs between the two engines, each passage connecting the supplemental cylinder of its engine with the compressed air chamber of the other engine and permitting the air dis placed in said sumilemental cylinder by the return stroke of the piston to be forced into the comyn'essed air chamber of the other en nine and supplement the air compressed therein by the working stroke of its own piston.

6. The combination of a pair of hydroi carbon engines, each comprising a working cylinder and piston, a closed crank-casing, a supplemental cylindc* and piston located between the working cylinder and piston and the crank-casing, and of: larger diame tcr than the working cylii'ider and piston, the main and supplemental pistons moving in unison and the supplemental piston operating at the working stroke of the engine to force the air displaced by it into the crankcasing, connecting passages and ports between the crank-casiing and the working cylinder for zulmittingthe compressed air to one end of said cylinder at the end of the working stroke of the piston, and a valve controlling an exhaust outlet from the opposite end of said cylinder with ..meuns for opening said valve as the piston :uiproaches the end ofiits working stroke and for closing it at its return st-rok and cross-passages between the two engines, each passage connecting the. supplemental cylinder of its engine with the compressed air chamber of the other engine and permitting" the air displaced in said supplemental cylinder by the return stroke of the piston to be forced into the compressed air chamber of the other 'en pine and supplement the air compressed therein by the working stroke of its own piston.

7. The combination'of a, pair of hydrocarbon engines A A, having the working cylinders C C and working pistons E E, the sup iilemental cylinders D D and supplemental pistons F F moving with the pistons E E, the independent crank-casings G G" in open communication with the supplemental cylinders D D beneath the pistons F l the inlet valves I for said crankcasings, the annular chambers K K connected with the working cylinders by the ports L lfnormally closed by the working pistons but opened by them at the ends of their working strokes, thepassages M M connecting the crank-casings with the chambers K K, the exhaust valves 6 and means for opening them as the pistons approach the ends of their working strokes and closing them at their return strokes, and the,

cross passages N N respectively connecting the supplemental cylinder D With the annular chamber K and the supplemental cylinder D with the annular chamber K. GEORGE A. TAFFQ l/Vitnesses L. F. hlolii /inon, DAVID C. Veins. 

